Car-brake



(No Model.) 3 Sheets-Sheet l.

T. HBRSEE.

GAR BRAKE. No. 267,079.- Patented Nov. 7, 1882.

N. PETERS. Fhnwmhozwpiwr. wnhingxon, 0. E.

3V ShetS-Sheet 2.

(No Model.)

T. HERSEE.

GAR BRAKE.

Patented Nov. 7, 1332.

,'"lf'lz" N. PETERS, Pham-mhcgmpmr.Washington, D. C.

(No Model.) 3 Sheets-Sheet 3.

T; HERSEE.

GAR BRAKE.

No. 267,079. APatented Nov. 7, 1882.

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N. PETERS Fhmumnognpher, Wasmngtnn, D. C.

. To all whom tate the application of UNITED STATES PATENT OEEICEY CAR-BRAKE. Y

SPECIFICATION forming part of Letters Patent No.

267,079, dated November '7, 1882,

Application filed January 19, 1882. (No model.)

it may concern:

Be it known that LflHoMPsoN HERsEE, of the city of Buffalo, in the county ot' Erie, in the State of New York, have invented new and useful Improvements in Brakes for Railway-Gars, of which the following is a specilication.

This invention relates more particularly to improvements in the brake mechanism for railway-cars, and has for its object to facilithe brakes.

My invention consists of a brake mechanism which may be applied either automatically or by hand, as will be hereinafter fully set forth.

In the accompanying drawings, consisting ot' three sheets, Figure 1 is an end view of the car with the axles removed. Fig. 2 is a crosssection of the lower part ot' the car. Fig. 3 is a side elevation ot' one of the draw-heads and connecting parts. Fig. 4 is a longitudinal sectional elevation ot' the lower part of the Fig. 5 is an enlarged side View ot' the brake-lever and connecting parts. Fig. Gis a top View thereof. Fig. 7 is a sectional elevation ofthe brake-lever and connecting parts. Fig. 8 is a longitudinal sectional elevation of the inner ends of the draw-bars and spring. Fig. 9 is a side elevation thereof. Fig. 10 is a cross-section in line m x, Fig. S. i

Like letters of reference refer; to like parts in the several gures. l

A represents the floor, and B the sides, of a railway-car. rlhe door A is composed ot' crossbeams a, constructed of rolled iron, preferably of I shape, and ooring n', whit/ih is bolted or otherwise secured to the upper sides of the beams a, and which runs lengthwise of the car. The cross-beams a. are connected by two longitudinal Stringer-plates, b, secured to the under side of the beams t by angle-irons b', and running from end to end of the car.

c represents lateral diagonal braces arranged at suitable distances liapart, and secured with their lower ends to the plates b, and with their upper ends to the ends of the cross-beams a.

N represents the draw-heads, which may be of any suitable and well-known construction but I prefer to construct them to receive a flat coupling-bar, n, provided with shoulders or enlargements at its ends, which engage behind shoulders of the draw-head, and which is disengaged from the shoulder of the draw-head by a lever, n4, which is pivoted to the side of the draw'head, and which is operated by handlevers a5, terminating near the sides of the car, and a rod, ne, extending to the root, so as to be in convenient reach.

0 represents rods which are secured to the inner ends of the draw-heads N, and which are connected at their inner ends by means of two links, o', so that cach draw-head and the baro attached thereto, can be pushed back without moving the other draw-head and rod. The inner ends of the rods o can be connected by a telescopicjoint instead of the links o', whereby the same results are obtained.

I? is a spiral or other suitable s1iring,which surrounds the inner ends ot' the rods o, and which is seated at both ends in two followers, o2. The latter are provided with the laterallyprojecting ears o3, which are guided in ways composed of slotted horizontal bars o4, secured to the under side of the carbody. rlhe ears o3 support the followers and prevent them from turning, and the followers retain the spring in its proper position. The rods o are 4constructed with reduced portions or necks o5,

which pass through the followers o2, and which form shoulders bearing against the outer sides of the followers. Upon pushing a draw-head back the shoulder on the rod o presses the follower ort back and compresses the spring against the other follower, which is in turn held against the ends of the slots in the bars o4. The end of one rod o slides upon that ofthe other during this movement by the links o. Upon drawing a draw-head outward the motion is cominui'iicated by the links o from one rod to the other. The neck of ot' the rod o which is drawn slides through its follower, and the shoulder ou the other bar .presses against the follower andthe latter compresses the spring. ln this manner the draft is communicated from one draw-headto the other without abrupt pulls, and each drawhead is enabled to be pushed back without affecting the other draw-head.

oG represents a shoulder formed on thelower side ot' each draw-head and playing in a longitudinal slot, ol, formed in the supportingplate 08 ofthe draw-head. The slot oT arrests the movement of the draw-head in either di- IOO ' thereby swinging the upper arm of the brakevof its central rection before the spring P is compressed to an undue degree, while permitting a limited movement of the draw-head back and forth on its supporting-plate. The under side of the draw-head is preferably made V-shaped, and the supporting-plate of a corresponding form, so that the draw-head will tend toreturn to a central position after having been drawn out position in going around a curve or otherwise. The lateral movement ofthe draw-head is limited by stops o9, which are preferably provided with horizontal rollers, as shown in Fig'. I. The spring P and connecting parts permit of a limited lateral movement of the draw-head between the stops Q.

Q represents the brake-shoe attached to bars q, and R represents the brake-lever, constructed inthe form of a bell-crank lever, the upright arm of which turns on a transverse rod, q', which is secured to Stringer-plate b, and upon which the brake-lever slides during lateral. movements of the draw-head.

r represents a wedge or inclined or curved projection secured to the rod o and adapted to engage with the horizontal arm of the brake lever R. The latter is composed of two parallel bars similar in form and secured together side by side by a bolt, r.

s represents a horizontal slot formed in the end of both parts of the upper arm of the brake-lever, and s is a bolt which slides in this slot.

s2 represents two rollers mounted on the bolt s between the two parts of the upper arm of the brake-lever, and s3 is an arm pivoted on the bolt s between the rollers s2. The opposite end of the arm s3 is attached to a crankshaft, s, which is journaled in bearings 85, attached to both parts of the upper arm of the brake-lever. The shaft s4 is provided with a hinged extension running to the side ofthe car, where it is provided with a hand-lever, 85. By turning the shaft s4 by means ofthe hand-lever SB the bolt s is moved through the slot s by the arms s3. Upon placing the crank in the position shown in Fig. 7 the bolt s is held in the onterend ofthe slot s, where the rollers s2 will come in contact with the wedge r on the rod 0. Upon turning the crank toward the lel't in Fig. 7 the bolt s is moved to the opposite end of the slot, where the rollers s2 cannot be reached by the wedge r.

S7 represents a rod which connects the upper end of the brake-lever R with one or more of the brakeshoes applied to the wheels under the middle or under the opposite end of the car.

Assuming'the parts to be in the position shown in Figs. 5, 6, and 7, the wedger willraise therollerss12 when thedraw-head ispushed back,

lever R toward the right and the lower arm toward the left, whereby the shoes Q are pressed against the wheels. ln this manner the brakes are applied simultaneously on all the cars of the train by the backward movement which the draw-head receives when the speed of the this draw-head happens to locomotive is reduced. When the draw-head to which the brake-lever R is connected happens to be at the forward endof the car the resistance of the car next forward pushes the' draw-head back and applies the brake. When be at the rear end of the car the momentum of the next following car presses the draw-head backand applies the brake. As the draw-head returns to its former position the brake-lever is released from the projection r and returned to its open position by the overhanging weight of its upper arm. When the bolts and rollers s2 are placed at the opposite end of the slot s from that in which they are shown in Fig. 5 the rollers cannot be reached by the incline r, and the movementof the draw-heads will not apply the brakes. t

represents a slotted link or links attached to the upper arm of the brake-lever R, and connecting the same with an arm, T, which is mounted on a horizontal shaft, t. The slot in the link t is long enough to permit the upper arm of the brake-lever to swing forward and back, when actuated by the wedge r, without interference of the arm T. The shaft t eX- tends to the side of the car, where it is provided with a hand-lever, t2, or any other suitable con trivan ce, reaching to the roof of thecar, and which enables the brake to be applied by hand when desired.

Itis obvious from the foregoing that the brake can be either applied by hand or by'the'movement of the draw-heads without one mode interfering with the other; but whenever desired the mechanism for applying the brake by means of the draw-heads can be thrown out of gear by shifting the bolt s' and rollers s2, as previously explained.

I claim as my inventionl. The combination,withtwodraw-heads,N, of rods o, extending inwardly from the drawheads, and having their inner ends connected by links o', followers o2, fitted against shoulders on the inner ends of both rods o, and a spring, P, interposed between the followers o2, substantially as set forth.

2. The combination, with the draw-heads N, of the rods o, connected at their inner ends, as specied, and provided with reduced inner portions, 05, followers 02, fitted on the reduced portions o5 of the rods, and constructed with ears, 03, sliding in ways 04, and a spring, P, arranged between the followers o2, substantially as set forth.

' 3. The combination, with adraw-head, N, of the rod o, provided with a projection, r, the

s pivoted brakelever R, adapted to be operated by the projection r, and brake-shoes connected with the brake-lever R on opposite sides of lits fulcrnm, substantially as set forth.

4. The lcombination, with the rod o, provided with aprojection, r, of thepivoted brakelever R, having its upper arm provided with rollers s2, and means whereby said rollers can be adjusted so as not to be operated by said projection when the brake is to be operated by hand, substantially as set forth.

IOO

5. The combination, with thebrake-lever R, plied from the draw-head, of a slotted link, t, provided with one or more slots, s, of the arms connecting the leverR with mechanism Where- 1o s3, provided at one end with one or more rollers, by the brake can be applied by hand, snbsians2, and a holt, s', sliding in the slot s, and oontially as set forth.

5 nected With its opposite end to a crank-shaft, THOMPSON HERSEE. i

s4, substantially as set forth. Witnesses:

6. The combination, with the brake-lever R JNO. J. BONNER,

and mechanism whereby the brake can be ap- W. M. HERSEE. 

